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Downwind
At approximately sixteen miles from the airport you will be turned "downwind", that is parallel to the runway in the opposite direction of landing. It is always preferred to land into the wind making your ground speed at touchdown slower, though we have discussed this will not always happen. Along your downwind leg do not exceed 230 kts. At larger airports and during busy periods of traffic, it is likely you will have been switched to a second Approach controller, the “Final” controller. Final handles all sequencing from this point on and will switch you to Tower at the appropriate time.
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 55
Short Final
Approach turns you to downwind. “Ugh. Do I really have to get so far out from the airport?” You can ask Approach for a Short Final, an early turn onto base/final anytime while on their downwind legs. Short final is available on the Menu Display page 2. Approach will accommodate this request according to traffic load. Get out your geometry books. You are on downwind with 12 miles showing in your DME and you have already passed the airport. You make the Short Final request and it is approved. You are turned 90° to base heading directly perpendicular to the localizer. Your DME shows you getting closer and closer to the field. You should not expect to intercept the localizer at 12 miles out, but in this case maybe 8 miles or even closer. This is a learned tool, to be sure. It is very easy, very tempting to make this request too early; early enough that overshooting the localizer is almost guaranteed. Remember, the localizer is a "cone", very narrow at the runway expanding as you get further from the threshold. Several tips for optimum use:
Practice. Get used to it and your abilities as a pilot. RC‟s Save/Load feature comes in handy here.
Wait until your glide slope needle is at or above the Center of your NAV 1.
While on base before you are turned onto the localizer, slow the aircraft 10-15kts slower than you normally would.
In time you will make this request with confidence, especially if you fly the same type aircraft a lot. Making requests too early will become a thing of the past and you will be intercepting the localizer well inside the default vectors. But wait. Do not forget. You are not the only one out there.
Base
The initial approach into the airport area is described above. Eventually you will be turned “base” approximately sixteen miles out. The Base Leg is a ninety degree left/right turn from downwind. We are setting you up for “final”. Do not exceed 210 kts on base.
Intercept
At the appropriate time you will be turned further left/right off base to get you started towards your final approach heading. At all times watch your assigned altitudes. You should be well into the checklists by now.
Final Approach
The final approach clearance is critical because it sets you up for a smooth entrance to a clean approach. Listen carefully; it goes by fast. Expect this sequence of words and instructions: „(your call sign), (your position), (a heading to intercept the localizer/final approach course), (the FAP, or the Final Approach Altitude), (cleared for approach)‟.
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 56
For example: American four twenty one, one zero miles from the marker, fly heading one two zero, maintain three thousand two hundred until established on the localizer, cleared ILS runway 09R approach. The Final Controller is not done with you until you are switched to Tower.
IAP Approaches
IAP Approaches allow you to execute a full approach per your plates, whether the airport is served by an Approach controller or not. Watch for the IAP Approach menu item, available as early as 60 miles from the arrival airport (if that airport is not served by an Approach controller), or as early as initial contact to Approach if it is. Choose IAP Approach. You will be prompted to provide the type of approach you are going to fly: ILS, GPS, and NDB, etc. (all clearly listed on sub-menus). After your approach clearance, you will not hear from the controller again, unless you stray out of the Approach area (40 miles away from the airport), or naturally, traffic calls. You can fly the approach by the numbers on your charts and get established on final. An IAP Approach clearance will be (for example): “Baron 5231C, maintain (MVA) until the initial. Cleared the full NDB runway 23 approach”. Do not forget to acknowledge. If you are well into an IAP Approach and suddenly you see the airport, you have the option to ask for a Visual Approach. If you are well into an IAP Approach (an NDB, for example), and decide you would prefer the Localizer Back-Course, make that request. IMPORTANT NOTE – Your co-pilot will not fly an IAP Approach. If you choose an IAP, the plane‟s controls will be returned to you.
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